Dry Ice Blasting!

Hello Everyone! I know that lately the blog has been abounding with news about new additions to the conservation team, but prepare for a little Déjà vu, as I’m writing this post to introduce myself as the newest member. My name is Laurie King, and I joined the team at the beginning of April as an Assistant Conservator. My main focus will be researching techniques for using solid CO2 (or Dry Ice Blasting) to remove corrosion from USS Monitorobjects. I am a recent graduate from Cardiff University, and prior to that I actually spent my free time as a conservation volunteer with the USS MonitorCenter. I am so thrilled to be back and to be working on the Monitor!

As long time readers will know, the removal of corrosion from metals can be a long process, involving a lot of detailed and time consuming work. The removal of corrosion isn’t just so the object will look nice and to reveal surface details; if corrosion remains on the surface it can trap salts in the object and cause corrosion in the future! When it comes to USS Monitorobjects, this corrosion can be inches thick in some areas, making it a very painstaking process to remove the corrosion with smaller tools, like scalpels, dental tools, or air scribes. This is especially true when working on something as large as the turret or the gun carriages!

The team getting training on use of the Dry Ice Blasting Machine

The new method we’ll be implementing is the use of Dry Ice Blasting to remove corrosion. Some of you may remember that the team tested out the use of Dry Ice Blasting back in 2013 (see here). Since then, Will Hoffman has been researching the effectiveness of Dry Ice Blasting for wrought iron objects. The research provided such positive results that I have been hired on to treat a number of wrought iron objects, and research if Dry Ice Blasting could be used for cast iron and copper alloys as well.

Laurie trying out Dry Ice Blasting

Dry Ice Blasting uses pressurized air with solid carbon dioxide (CO2) as an abrasive. We’re lucky enough to be using a SDI Select 60 from ColdJet, which allows for a wide range of settings in air pressure and CO2 particle size. Dry Ice Blasting works fairly similarly to other abrasive cleaning methods. The pressurized air moves small CO2 particles as high speeds through a hose and nozzle controlled by the user. The force of the CO2 particles striking the surface removes the corrosion from the surface. The disadvantage to other kinds of abrasive cleaning, like aluminum or walnut shells, is that the abrasive particles are left over after treatment and have to be cleaned away. But, the great thing about Dry Ice Blasting is that the solid CO2 sublimates after impact, meaning there is no waste product after treatment! So this is a very exciting development for us, since it means that we will be able to use Dry Ice Blasting to better conserve a lot of different objects on the USS Monitor. Plus it is a lot of fun to use!

Elsa and Will working on the interior of the gun carriage.

Last week we had a day of training for the new members on using the Dry Ice Blasting, so we could get an idea of what the machine can do. We were all able to test out the Dry Ice Blasting on our old friend the port gun carriage, and as you can see the results are fantastic. We were able to remove a significant amount of corrosion, and in only a few hours! I think we all agreed that we’re going to have a lot of fun using this method.

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One of the greatest unsolved sinking mysteries of the U.S. Navy is the story of USS Cyclops, a steel twin screw collier that went missing during World War I, rumored to have disappeared within the Bermuda Triangle. Our Artifact of the Month is actually a chest from Cyclops, which was donated to the museum in September 1941. Unfortunately, nothing was found within the sea chest, which was found under the donor’s home in Norfolk, Virginia in 1926. The box itself is marked as a spare parts box, and is made of wood with brass screws. The markings on the box state:

U.S.S. Cyclops

MISC SPARES

CVC 114-5 HP 1425 R.PM

COAL COMPANY MOTORS CR.WT 100LB

USS Cyclops Box. Courtesy of The Mariners’ Museum.

Cyclops was about 522 feet, with a depth of 39.5 feet so to follow battleships and provide them with the coal that they needed. Specifically, the collier was able to supply the whole fleet with fuel, providing it with anywhere from 500 to 2,000 tons of coal. This type of collier was valuable to the U.S. Navy because of its ability to meet fleets or move to avoid enemy threats, and therefore provide stability and consistency in its mobility. The collier was also a large ship, requiring 30 men and officers to manage just the ship aspect, and at least another 30 to manage the 12,000 pounds of coal it was capable of carrying. The Cyclops was built at the William Cramp & Sons Ship and Engine Building Company in Philadelphia, along with three other ships of the same design –USS Jupiter, USS Nereus and USS Proteus.

After being in use for the Naval Auxiliary Service, Atlantic Fleet in 1910, the Cyclops was commissioned for use in World War I in May 1917, under the command of Lieutenant Commander G.W. Worley. On the voyage in which it went missing, the Cyclops originally sailed to Brazil on a mission to assist the British in the south Atlantic and load up on manganese ore in Rio de Janiero. It left Rio on February 16th, 1918 for Baltimore, Maryland and was supposed to arrive on March 13th. The collier made an unscheduled stop at Barbados in early March, and then was never heard from again, taking with it a crew of 21 officers and 285 enlisted men, and some passengers. Records state that there were no recorded distress calls, and no wreckage of any sort was ever found, despite Cyclops being at almost full capacity with passengers and supplies.

Of course, there are a couple different theories as to what happened to Cyclops. There are many mixed reviews of Lieut. Commander Worley, who was originally born in Germany. Apparently he came to the United States in 1878 and changed his name from Johann Frederick Wichtmann to George Wichtmann Worley when he arrived.[1] Some stories from the boats list him as just eccentric and a German hater, while others suggest that he was completely insane and loyal to his homeland. One rumor also suggests that Worley sold his house prior to departing, implying foul play. Because of his German birth, many people believe that Worley was engaged with the German’s during World War I and either arranged for the ship to be destroyed or turned over to the Germans.

However, less romantic theories have also come to light when discussing Cyclops. There were supposedly structural issues with the ship and engine problems which led the ship to run slower than its average 14 knots. Along with poor weather, these factors could also help explain the ship’s disappearance. If Cyclops had encountered bad weather while fully loaded with structural and engine problems, the ship sinking and having its cargo scattered does not seem entirely far-fetched. This idea is supported by the fact that all three of Cyclops’ sister ships also faced problems. The Jupiter was turned into the Navy’s first air craft carrier and renamed the USS Langley, but was hit by bombs in 1942 and scuttled to avoid having the ship taken by the enemy. Even more eerie, the other two ships, named Nereus and Proteus, disappeared without a trace in the Atlantic during World War II. These stories of Cyclops’ sister ships, along with the involvement of the Bermuda Triangle, does provide a supernatural aspect to the story. It’s enough of a coincidence to make almost anyone wonder if the ships disappearance was explainable, or another creepy disappearance in the mysterious waters of the infamous Bermuda Triangle.

Adding to the mysterious nature of the story is the miscellaneous parts box that we have here at The Mariner’s Museum. With no clue as to how the box was removed from the Cyclops, or how it ended up underneath the donor’s house in Norfolk, Virginia, or why it’s completely empty, the box also adds a ghost-like aspect to the tale. However, just to add to the creepiness of the story – Lieut. Commanded G. W. Worley and his family also lived in Norfolk, Virginia. Regardless of whose it was or where it came from, the box has extraordinary provenance behind it, and is an extremely interesting aspect of our collection here at The Mariners’ Museum.

“Only God and the sea know what happened to the great ship.” – President Woodrow Wilson

[1] “Commander’s Wife Says Cyclops is Safe,” New York Times Archives, Accessed February 6, 2013. http://query.nytimes.com/mem/archive-free/pdf?res=FB0F16FC3B5F1B7A93CAA8178FD85F4C8185F9

Greetings readers, and welcome back to the Library blog. As we delve deeper into the realm of piracy, a lot of potentially confusing terms are used to make sense of the men and women who struggled over wealth in the late 17th and early 18th century Caribbean. Terms like Pirate, Buccaneer, and Privateer crop up with noticeable frequency, and are often used as synonyms. However, each of these terms has a separate and distinct meaning, even if the people these terms are applied to are too complex for any one title. Therefore, I would be happy to tell you the difference between a Buccaneer, a Pirate, and a Privateer.

This is a caricature of Blackbeard, who falls under the following definition of “Pirate.” From The Mariners’ Museum Library collection.

First, let’s discuss the term “Pirate.” Often used as the most generic term, pirate also happens to be the most encompassing. A pirate is any person who uses the sea to commit theft. Pirates could be people who use boats to attack ports or ships, and may even be applied to those people who simply escape by sea. The term is loose enough that it can encompass more specific groups like slavers, Vikings, and the Somali pirates active nowadays. Above all else, a Pirate is breaking the law.

This is Sir Francis Drake’s Golden Hind, one of the most successful Privateer ships in history. From The Mariners’ Museum Library collection.

Second, let’s examine the term” Privateer.” A Privateer is any individual granted license by their government to attack shipping belonging to an enemy government, usually during a war. Privateers are like private contractors: They receive a Letter of Marque from their nation’s Admiralty, which grants them permission to raid enemy ships and keep a percentage of the spoils – so long as they pay a cut of that bounty back to the government. The bearer of the Letter of Marque would then go about hiring his or her own crew and ship at their own expense. A Privateer is operating legally, so long as they have the Letter of Marque. Check out my next post for the final term, Buccaneer!

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